Internal-combustion engine



March 25, 1930. c. B. HARDMAN INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 1 Filed March 26, 1928 M6 @N o w @Lw pm $0 0 mm 5mm 3 D n ON on I on, r\ MN *1 N Q N N March 25, 1930. c. B. HARDM-AN 1,751,919

INTERNAL COMBUSTIbN ENGINE Filed March 26, 1928 2 Sheets-Sheet 2 Eg s Cov'nel MS Ha- JMan Patented Mar. 25, 1930 UNITED STATES PATENT OFFICE INTERNAL-COMBUSTION ENGINE Application filed March 26, 1928.

This invention relates to improvements in internal combustion engines, and has particular reference to the valve mechanisms of such invention adapted for the purpose of controlling the intake and discharge of the fuel and exhaust gases into and from the cylinder structure of the invention.

It is the primary object of the present invention to provide a valve mechanism of simple and improved construction, embodying but few working parts which under conditions of operation, are not likely to become out of order or to require repair and adjustment.

Another object of the invention rests in formingthe valve mechanism so as to insure the delivery of a complete fuel charge to the cylinder structure upon the intake cycle of the invention and corresponding complete discharge of the burned gases from the cylin der structure during the exhaust cycle of the engine.

' A further object rests in the provision of a valve mechanism wherein a single poppet valve is employed to control the admission of the fuel charge into and the exhaust of the burned gases from the head of an engine cylinder and wherein is provided in connection with said valve a turnable or oscillatory distributing sleeve which is constructed and operated to control the flow of gas into and from 1 the passageway leading to the engine cylinder and which passageway is governed by the poppet valve with respect to its communication with the engine cylinder.

Other objects rest in the provision of means whereby the turnable distributing sleeve may operate freely and without undue friction during all periods of engine operation; in the provision of means for positively retaining the primary valve in an operative position during both the exhaust and intake strokes of the engine piston; in the provision of an intake conduit which communicates with the valve control passageway leading to the engine cylinder, wherein the conduit is positioned in off-set relationship with respect to the exhaust'conduit and as close to the engine cylinder as is possible, in order that the fuel charge passing through the inlet conduit may Serial No. 264,743.

receive the benefit of the heat of the engine and for the further purpose of permitting of a complete and unobstructed flow of the fuel charge into the cylinder of the engine, and in various other features of construction, operation and arrangement which will be here inafter fully described and pointed out in the appended claims.

In the following drawings:

Figure 1 is a side elevation of an internal combustion engine constructed in accordance with the present invention;

Figure 2 is a vertical longitudinal sectional view taken through the engine and an associated valve mechanism comprising the present invention;

Figure 3 is a horizontal sectional view taken through the engine and more particularly the valve mechanism thereof on a plane indicated by the line 3-3 of Figure 1,

Figure 4 is a transverse sectional view taken through the valve mechanism on the plane indicated by the line 4-4 of Figure 1.

Referring more particularly to the drawings, the numeral 1 designates an internal combustion engine which in this instance has been shown as comprising a horizontally extending cylinder 2, a crank shaft 3, a piston 4t, and a connecting rod 5 connecting the piston and the crank shaft. At this juncture it might be stated that the invention is not limited, of course, to an engine having the horizontal cylinder structure but is applicable with equal force and effect to engines of the type employing vertical cylinder structures or to those wherein the cylinder structure is located in angular relation to the vertical. The frame of the engine is designated by the numeral 6, and surrounding the cylinder 2 is a jacket 7, which is spaced from the walls of the cylinder to allow the circulation of a cooling medium such as water around the cylinder walls. A balance wheel 8 stabilizes, as usual, the operation of the engine.

The valve mechanism A employed in connection with the engine includes a cage member 9, which is disposed axially within a pocket 10 provided in the integral head 11 of the engaging cylinder. This cage memher extends in axial relationship with respect to the cylinder and is provided at one end with a flange 12 of annular form. This flange is formed to include a bevelled surface which seats firmly upon a correspondingly bevelled seating surface 13 arranged at the inner end of the pocket 10. To secure the cage member in its seated position, as shown in Figure 3, the head 11 of the engine is provided with a separable cap section 14, which is bolted or otherwise fastened as at 15 to the head 11. This cap section carries axially a threaded nut 16, which positions axially upon the outer end of the cage member and forces the flange 12 into fluid-tight seating engagement with the surface 13. The cap section is further formed with an annular rib 17 forming a socket 18 within which is receivable the outer end of the cage member 9. This arrangement assists in aligning the cap member 14 with the cage member.

. The cage member is formed to include an elongated axial member 19 in which is slidably mounted the stem 20 of a primary valve 21. The primary valve is of the customary poppet type which is adapted to engage with a seat 22 formed at the inner end of the cage member 9, where the latter communicates directly with the interior of the engine cylinder. The cage member provides a gas passage 23 through which the intake and exhaust gases of the engine passing to and from the cylinder 2 are circulated. By this arrangement the heated exhaust gases trans mit a very considerable portionof their heat to the valve 21 so that the incoming fuel gases, contacting with the valve 21, are heated and vaporized for the purpose of eliminating entrained liquid and to produce a gaseous fuelmixture of proper formation. This feature enables the engine to utilize hydrocarbon fuels of heavier character than gasoline. It will be observed that the cold incoming fuels cool, as it were, the heated valve 21, preventing overheating of the latter and its premature destruction. Moreover, the con struction provides but one valve which communicates directly with the cylinder structure and in this respect'greatly simplifies and materially improves the ordinary internal combustion engine wherein 2 or more valves are used to control the gas flow toand from the cylinder structure. I am aware of the fact that it is not new to provide a single valve of the type here disclosed since this feature has been set forth in the prior patent to Burkett, 1,253,933 upon which the present invention provides certain improvements.

Surrounding the cage member 9, which, as stated, is stationarily mounted in the head of the cylinder, is a turnable or oscillatory distributing sleeve 24. This sleeve conforms approximately to the diameter of the pocket 10 but is free to rotate therein about the axis of the valve stem 20. The outer end of the sleeve 24 is provided with a reduced bearing area 25 which engages with the exterior surface of the cage member 9 at the outer end of the latter. It will be observed that by this construction there is but a limited physical contact between the distributing sleeve and the cage member and the bearing contact that does obtain is situated at the outer end '24 to stick or adhere to the surface of the cage member particularly when the engine was in operation due to the expansion of the metals and the difficulty in procuring effective lubrication. By the construction disclosed in the present invention this difliculty has been completely eliminated with the result that the sleeve 24 is freeto'turn at all times without undue friction and without placing unsual strains or stresses in the operating gear which is employed to oscillate the sleeve. r

The sleeve 24 at its inner end is provided with a substantially square port 26, which registers with a similarly formed port 27 provided in the cage member 9. It will be observed that the ports 26 and 27 are situated as close as is possible to the cylinder structure 2, and communicating with these ports is an intake conduit 28, which leads from a carburetor or other fuel mixing devices.

On the intake stroke of the piston 4, the primary valve 21 is h ld openby positive means as shown in Figure 2. Due to the square formation of the ports 26 and 27 and to their close proximity to the cylinder structure, a construction is provided wherein a completefuel charge is delivered to the engine cylinder before the piston completes its intake stroke. The distributing sleeve is timed to rotate so that before the piston reaches the end of its intake stroke the port 26 will be moved past the conduit'28, and this permits the fuel charge then remaining in the passage 23 to be drawn into the cylinder structure before the primary valve 21 is closed for the compression stroke of the piston. This arrangement prevents the accumulation of' a fuel charge in the passage 23 which does not reach the cylinder-structure, and this resulthas been obtained pri-, marily by reason of the location ofthe intake conduit and by the provision of the square ports 26 and 27. In prior construe tions the ports 26 and 27 have been of oblong or of slotformation and tests have disclosed that this type of port does not permit of the unrestricted inflow of the fuel charge and that the volume of gas delivered therethrough does not increase with the complete area afforded thereby.

Formed in the outer end of the cage member is an exhaust port 29 which is registered at intervals with an exhaust port formed in the sleeve 24. 'The ports 29 and 30 register with an exhaust conduit or passageway leading from the head 11 of the engine. It will be observed by locating the exhaust ports 29 and 30 at the outer end of the cage and sleeve construction the same are staggered or spaced from the ports 26 and 27. This enables the sleeve and cage to be provided with the square type of ports and also to obtain the advantages above specified.

To effect the operation of the primary valve 21 the outer end of the latter, within the confines of the cap section 14, is provided with a collar 32 with which engages the outer end of a coil spring 33, the opposite end of this spring being arranged in contact with the thrust nut 16. Thus the normal tendency of the spring 33 is to maintain the valve 21 in a closed position with respect to its seat 22 and the gas passage 23.

Pivotally mounted as at 34 on an arm depending from the cap section 14 is a lever 35, the upper end of which carries an adjustable contact screw 36, the latter being adapted to engage with the outer end of the valve stem 20 so that when the lever is osc llated in a predetermined direction the valve stem will be moved against the resistance of its spring 33 to open the valve 21.

To oscillate the lever 35 the lower end of the latter is connected with the yoke 37 provided upon a rod 38. This rod extends longitudinally of the engine and has its forward end movably fitted into a socket 39 provided in an arm 40, the latter being pivotally mounted as at 41 on the frame 6 of the engine. Rotatably carried by the upper end of the arm is a roller 42 which is disposed for engagement with the perimeter of a cam 43 which is fixed up upon a cam shaft 44 rotatably turnable in connection with the frame 6.. The shaft 44 is provided with an enlarged gear 45 which meshes with a smaller gear 46 carried by the crank shaft 3, the true ratio between the ears 45 and 46 being such that the cam 43 will rotate once to every two complete revolutions on the part of the crank shaft.

By this engagement and due to the peculiar construction of the cam 43 it will be seen that the valve 21 will be maintained positively in an open position during both the exhaust and intake strokes on the engine and in a closed and seated position by the action of the spring 33 and the gas pressures within the cylinder 2 during the firing and compression strokes. In other engines of this type ithas been customary to rely upon the partial vacuum created within the engine cylinder during the intake stroke to overcome the resistance of the spring 33 and to permit of the opening of the primary valve. I have found, however, that this construction or method of operation is not satisfactory for the reason that the valve does not quickly respond to the vacuum in the engine cylinder and that ordinarily an insufficient fuel charge is delivered to the cylinder. By positively opening the valve, I have eliminated this difficulty and have by this single change greatly increased the break horse power of the engine.

To effect the oscillation of the distributing sleeve the outer end of the latter, where it projects beyond the cap section 14, is provided with a segmental gear 47 which meshes with a correspondingly formed gear 48 which is pivotally carried by a stud 49 secured to the cap section 14 and by means of a bracket 50 to the cylinder head 11. The hub 51 of the gear 48 is provided with a depending crank arm 52 to the lower end of which is pivotally connected the longitudinally extending rod 53, the opposite or forward end of the latter being pivotally connected as at the gear 45, which correctly times the oscillation of the sleeve and the registration of its ports 26 and 30 with the ports 27 and 29 of the cage member.

In view of the foregoing description it will be seen that the present invention provides an internal combustion engine for a valve mechanism where it has been employed to advantage the principles of both the rotary and poppet types of valve mechanisms now in general use. Specifically, the present invention provides a distributing sleeve wherein the fuel intake port is located in longitudinally spaced relation to the exhaust port, wherein the intake port is of square formation and is situated immediately adjacent to an associated engine cylinder. Further advantages rests in the provision of a means of positively maintaining the primary valve in an open position during both the intake and exhaust strokes of the associated engine piston, and, further the invention provides a mounting for the oscillating sleeve distributor which permits the latter to work freely and without friction under all conditions of engine operation.

In view of the foregoing it is thought that the invention will be clearly understood by those versed in the art, therefore a more extended explanation has been omitted.

lVhat is claimed is:

1. In an internal combustion engine provided with intake and exhaust passages, a common passage leading into the engine cylinder and communicating with both the intake and exhaust passages, a cage member located within said common passage and provided at its inner end with a flange and a valve seat, a hollow distributing sleeve rotatably supported on the exterior of said cage member, means for imparting turning motion to said sleeve to uncover said intake and exhaust passages in their proper order, a primary valve working on the valve seat of said cage member, a cap section fastened to'the head of said cylinder for retaining said sleeve against longitudinal movement and adjustable means carried by said cap section and acting on the outer end of said cage member for maintaining said flange in fiuid-ti ht seating engagement with the inner end of said passage.

2. In an internal combustion engine provided with intake and exhaust passages, a common passage leading into the engine cylinder and communicating with both the intake and exhaust passages, a cage member located within said common passage and provided at its inner end with a valve seat and an annular flange, a hollow distributing sleeve rotatably supported on the exterior of said cage member, means for imparting turning motion to said sleeve to uncover said intake and exhaust passages in their proper order, a primary valve working on the valve seat of said cage member, a cap section fastened to the head of said cylinder, said cap section having an annular rib to retain said sleeve against horizontal movement, and adjustable means carried by said cap section and acting on the axial portion of the outer end of said cage member for maintaining said flange in fluid-tight seatingengagement with the inner end of said passage.

3. In an internal combustion engine provided with intake and exhaust passages, a common passage leading into the engine cylinder and communicating with boththe intake and exhaust passages, a cage member located within said common passage and provided at its inner end with a valve seat and an annular flange, a hollow distributing sleeve rotatably supported on the exterior of said cage member, means for imparting turning motion to said sleeve to uncover said intake and exhaust passages in their proper order, a primary valve working on the valve seat ofsaid cage member, a cap section fastened to the head of saidcylinder, said cap section being formed on its inner side with an annular rib, said rib being adapted to contact with the outer end of said distributing sleeve and forming a socket for the reception of the outer end of said cage member, and a threaded nut carried by said cap section and acting on the axial portion of the outer end of said cage member for maintaining said flange in fluid-tight seating engagement with the inner end of said passage. V In testimony whereof I atfix my signature,

CORNELIUS B. HARDMAN. 

